Change-speed gearing.



M. OLSEN. CHANGE SPEED GEARING APPLIGA'UON FILED JUNE 28,1912

1,055,944, Patented Mar. 11, 1913,

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IN VEN TOR WITNESSES M-Z-"VLUWWL 27/ 4 V Allorm) M. OLSEN. CHANGE SPEED GBARING.

Arrmoumx rum) JUNE 28, 1912.

1,055,944. I Patented Mar. 11, 1913.

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UNITED STATES PATENT orrlon.

MARTIN OLSEN, OF ST. PAUL, MINNESOTA.

. CHANGE-SPEED GEARING.

To all whom it may concern:

Be it known that I, MARTIN OLSEN, a citizen of the UnitediStates, residing at St. Paul, in the eountyof Ramsey and State of Minnesota, have invented certain new and useful Improvements in Change- Speed Gearing, of which the following is a speciprovisionof change speed gearing which will eliminate the dangers of stri ppihg the is a sectional view on line 3 3 Fig. l.

teeth of gearing when shifting from one speed to another; to provide a durable and simple device for this purpose; andto otherwise improve the construction of these .de vices. By theutilization of my gearing I am enabled to attain threeor more speeds and a reverse, without the danger of dupli' cate locking of parts, because of the novel arrangement of gearing. v

'The invention consists in certain novel combinations and arrangements ofparts as hereinafter pointed out and set forthin the claim. I V

In the accompanying drawings I have illustrated one example of the physical embodiment of my invention constructed according to the best mode I have so'far devised for the practical application of the principles.

Figure 1 is a plan view of a change speed gearing involving my invention. Fig. 2 isa sectional view of Fig. 1 on line 2 2. Fig. 3 Fig. 4. is a detail view of the clutch actuating mechanism. Fig. 5 is a transverse sectional view of raclcbar of the clutch mechanism showing a rocker bar, or shaft with arms thereon. Fig. 6-is a detail section of the rack wheel and rack bar of the clutch actuating mechanism. e

In the preferred embod ment of my invention as illustrated in Fig. 1 the usual frame members 1 and 2 ipporting the gear ing, and the driving sh; tt-or engine shaft 3, with the aline'd separate driven shaft 4, are journaled in bearings and respectively. In addition to the driving and driven shafts,

I I employ the reverse shaft 7; the second or intermediate speed shaft 8, and the third or Specification of Letters Patent. P t t d M r, 11, 1913; Application filed June 28, 1912 Serial No. 706,396. A i I highspeed shaft9, jou'rnaled in beari s 10, '10, anda stud shaft 11 suitably journa ed as in bearings 12. The enumerated shafts-are provided with meshing gears starting with shaft 3 which bears the gear ordriving pinion 13. This pinion engagesthe gear 14 on 19, is keyed as at 20 to its shaft, and while the engine 18 running these wheels are continuo-usly rotating, each with-itsshaft. The four clutch gears 21. 22, 23,- and 24' are-also 'inmesh with each other, and revolve con tinuously while the engine is running, and

one of the clutches is in operative posit-ioin Except. for the presence of the two shafts, the drn'mg and the driven shafts,'each of the four clutches is similar, and the description of the clutch for actuating the'direct buso engine driven gearing will suffice for an understanding of all the other clutches.

The driven shaft 1 iskeyedas at 25 in the hub 26 of the gear 21, but the shaft 3 (as are also the' shafts 7, 8, and- 9) is loose in thegear 21. A slidable spool 27-is movable on the shaft 3, and its cone face 29 contacts with the rollers 30 carried on the bell crank levers 31, which are pivoted at 32 inthe fixed sleeve The end of each lever is provided with an adjusting bolt or screw 34 which bears against a contact plate35. This plate is the outermost one of a series of four plates that are notched at diametrical points for engagement with the keys 36 fixed to the shaft 3, and the plates are sliilable on and rotatable with the shaft 3. A second series of plates 37 with notches at their peripheries, to engage the keys 38 on the inner side of the cup 39, is slidable on the keys and is rotatable with the cup or casing.

The clutch actuating mechanism illustrated in Figs. 4, 5, and 6 illustrates one form of the application of the invention, but it will-helunderstood that the results may be accomplished 'by. other means than the arrangement illustrated- The actuating lever 40 has pivoted thereto a rack bar 41 which engages the small rack I 'gral. with the larger rack wheel 4:3. -The rack wheels are supported in a fran1e1-14 and wheel 43 engages teeth in aslid'able rack bar wheel 42 intelie;

45. As illustrated this rack bar is hollow with a slot at its underside, and is formed with two depressions, as 46 and/17, the bar being slidable in the brackets ol' supports 4C8.

Wit-hin'the hollow slotted rack bar and adapted to roll on the lower portion thereof as a track, are four pairs of Wheels 49, one pair eachbeing carried by the crank arms 50, 51, 52-and 53rfixed on their respective rock shafts 54, 55, 56, and 57, and each said shaft is provided with a depending arm 58, 59, 60, 61 respectively. The respective arms 58, '59, 60, 61 are connected to their draw rods 62, 63, 64,65, and each draw rod is connected to a forked, pivoted lever 66 \vhich'engages one of the spools 27.

y In Fig. 4 the gearing is indicated as running at the 3rd or high speed, and this con- 20- dition has been accomplished by moving the t-ion rollers on the arm 50 are located in the lever to its indicated positionr The fricdep'ression or bend 46and the shaft 54 has been rocked to the position indicated, thus engaging the members of the friction clutch of the gear 24 (Fig. 1). The driven shaft 4 is thus driven from shaft?) which is rotating clockwise.

rotating/shaft 4 to dr ve the load. For 2nd speed the lever 40 is moved two notohes" to .the ri ht in Fi 4, and this movement, throng .the medium of the rack 41 wheels 49 and 43, moves the rack bar to the left.

The wheels 49 of arm rise from the dc pressionefi and the depression rides down" the wheels and crank arm 51. This action Gear 13 on shaft 3-rotates clockwise; gears 14 and -15counter-clockwise, gear 16 clo ckwiseyand with it gear 24, gear 23 counwise and car 21 clockwise, thus engages the clutch of wheel 23 (after disengaging clutch of wheel 24) and the clock-.

wise rotation of wheel 13 rotates wheels 14 and 23 counterclockwise which drives the wheel 21 clockwise. The direct drive is accomplished by throwing the lever 4O tothe extreme left to engage the clutch 'of wheel 21 and the driven shaft is rotated directly from the driving shaft. In this position crank arm 51 is permitted to resiimeinoperat ive osition, andthe arm 52 is depressed with HIS wheels in the depression'46. By

-means of thedepression'f ti, in the slide bar the reverse'arm 53 is turned down to actuate the clutch of gear 22. While the reverse. is in operation gear 13 rotates gears 17 .and 18 counter-clockwise, gears 19 and 2-2 clockwise, and gear 21 con n ter-cl0ckwise.

Having thus" fullyxdescribed my. invention,-what I claim as newand desire'to se-- the high speed shaft meshing with one of the gears on the intermediate shaft and provided with a clutch, and a clutch on the in-- termediate shaft.

In testimony whereof in presence of two witnesses.

MARTIN OLSEN. Witnesses:

Rosa WALSH, MAY ICLARK.

1 affix my signature 

